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A.R.C. Teckal Report A.R.C. TechnicalReport
MINISTRY OF AVIATION
FIVESHILLINGSNET
llllllllllllliillllllllllllii
3 8006 10038 4141
April, 1957
D. H. Peckhsm
and
0Ll. A. Atkinson
unsvjept trailing edge - such wings are now termed "Gothic". All edges
were sharp, the centre section was I;?;& biconvex, and transverse sections
mere diamond-shaped.
-l Introduction
2 Description of models and tests
2.1 Description of models
2.2 Description of tests
3 Flow observati.ons
4 Overall forces <andmoments
Correction of balance meas1TTements
44:: Scale effect
4.3 Discussion of results
5 Conclusions
List of symbols
Refercnccs
Table
Coefficients of overall lift, Wag and pitching
moment at zero yaw I
Coefficients of cverall side force, rolling moment
and yasling m,oment II
LIST OF ILLUSTRATI04%3
Figure
Lift characteristics of aspect ratio 1.0 wings with
unswept trailing Gdges
Ying gcomctry
Force and moment axes
Side olcvation of vortex core L,r,th
_Plan view of vortex core. patn
SparMse position of the point 31' inflectiwl
losition cf the secondary scparatirn (a), and the
attachment line (b) 7
Effect of blockagd 311overall lift c~3eePCicient of
A = 1.0 Gothic delta in 13’ x 9' twlel 8
Effect of leading edge plslnf,Jrm shape on lift -and
pitching rwmont of v&gs zi‘ aspwt ratio 1.9 with
straight trailing tdgcs 9
Drag charnctcristics of Gf-,thic vjing c,Jmparcd with delta 10
Reductizn of drag factor- dui ts &fccts of vortex sheets 11
Tangential fzrce due t. sucti:n XI f~;l-iJard facing surface 12
Variation -?f side fr-;rcc co<;fficicnt nith sidcslip 13
Variati:;n ,f' pitching m.,mont c:cfficient with sideslip 14
Variation of rolling m-munt c.:cfficicnt lzith sideslip 15
Variation of yawirlg m.men: cwfficient -with sideslip 16
Lateral derivstivLs 17
Devel,.;+ont of coiled v:rttx shwts from sharp
18
Bchavizur of coiled wrtex sheets bc!lind wing 19
Yator vapour condensation in vcrtzx &Let ccrcs 20
Vnrieti.:n of oil 1'1w patterns 1~5th incidence. and yaw 21
Oil flow psttern[a: = 21.2o 22
-2-
1 Introduction
5 The wing tested was of aspect ratio 1.0 and had a syrmnetrical
biconvex parabolic arc section of 12" thickness/chord ratio at the root,
and straight surface generators perpendicular to "&e wing centre line -
giving diamond-shaped cross-sections. The leading edge planform was of
parabolic shape, with the vertex at the tip. A drawing of the wing is
given in Fig.2 and its geometry is discussed in R&,2. The main model
tested was of 16 ft2 wing area, but brief tests were also made on a
similar model of lt. ft2 wing area to obtain information on interference
effects from the tunnel walls.
-3-
If co is the root chord, t 'uhe rod; tilich~ss, b the s?>z~., and
0
if x is measured fro,n the leading edge a!lex, the P cllmving relations
apply:-
Aspect ratio, A
:ding volume
3 I'low o'oservations
'I'he flow se;sarates all along the sharp leading edges and vorticity
is shed, which rolls up to form coiled vortex sheets with a "core" of high
vcrticity above and inside the leading edges. These vortex sheets become
a dcminating feature of the flow at high incidences as ccanbe seen in the
photogra+5. of 'I"igs,lU, lg. Throughout the whcle incidence range tested
(oC to 45O) the separated flow pattern was perfectly steady, symimetrical
and repeatable.
the trailing edge on the win2 surface outboard of each vortex sheet; this
can be seen in the photograph of the oil flow pattern at a = 31.6' in Fig. 21.
Using the smoke technique, the position of the vortex sheet core8 was
measured at a number of chordwise stations over the incidence range IO'-40';
the results are plotted in Figs. 4 and 5. In side elevation, the core path
appears to be straight from the leading-edge apex back as far as the trailing
edge region, after which it curves downstream. Assuming a straight path
from the apex, it is possible to talc ate the angle between the core path
and the wing chordal plnne as 0 = t,an9 =/x These values are plotted in
Fig.4 and show that o/a is very nearly cons&t and equals approximately
0.3. There is a tendency for slightly hi&er values to occur over the
central region of the wing, which is probably due to a displacement effect
of the wing thickness. Plotted in Fig.4 as broken lines are the theoretical
estimates of Mangler and Smith7 for a flat plate wing at incidences of 15'
and 3o”, which agree closely with the experimental results. In plan view
(Fig.5), the path of the core is found to be a curve similar in shape to
the leading edge, lying about 0.8 of the local span out from the wing
centre line at an incidence of 20'. Initially, the core moves inwards quite
rapidly with increasing incidence, but this movement becomes less rapid as
higher incidences are reached, At all incidences the cores were further
outboard than on comparable dclta wings, as can be seen by comparison with
Fig.6 of Ref.1.
At speeds greater than 150 ft/sec. and incidences between 2C" and JO',
the decrease in temperature due to expansion in the low-pressure cores of
the vortex sheets was sufficient to cause water vapour condensation - this
revealing the path of the cores, Photographs of this phenomenon at a wing
incidence of 24' are given in Fig.20. Incidence-telescope measurements
confirmed that the sngle between the core path and the wing chordal plane
is 0.3 of the incidence (as found with the smoke technique), indicating
that Reynolds ' Mumber hns no appreciable effect on the geometry of the
separated flow, As the incidence was increased above 25O, the length of
visible core decreased, until at JO0 incidence only about a l/&root-chord
length could be seen. A similar effect was noticed when the model was
yawed; at 25' incidence and 3O yaw, the core on the trailing-wing side was
visible for about three-root-chord lengths downstream of the trailing edge,
while on the leading-wing the visible length had shortened to about one-half
of a root-chord. The condensation trail appeared to "bell-out" before
disappearing - as though the core was becoming more diffuse, This suggests
that the geometry of the rolling-up process varies, only certain conditions
giving a concentrated core of very low pressure. This phenomenon also
confirmed that the positilzn of the vortex sheets was perfectly steady.
-5-
the wing surface at this point of inflection intersects the core of the
vortex sheet, the effect of wing thickness probably keeping the core
further away from the wing centre line as compared with a flat plate wing.
It also mecans that the peak suction line is al$?ays inboard of the vortex
sheet cores on a wing with thickness. X secondary separation occurs out-
board of the peak suction line - region (C) in Fig.22, leaving a region
in which the total head is usually found to be low, between there and the
leading edge. &o vorticity was apparent in this region in the smoke tests,
but a weak inf'lm towards the secondary separation line was evident in the
surface oil flow suggesting a slow rotation of the low-energy air there
in a direction opposite to that of the leading edge vortex sheet, consis-
tent with the theory of Maskell8. The movement with incidence of the
point of inflection line, attachment line ,anJ the secondary separation
line is plotted in Figs.6 and 7.
Then the wing was yawed, the cross-section shape of the vortex sheet
on the leading wing became oval jtith a poorly defined core, while the
vortex sheet on the trailing wing became more circular in section with a
well defined core. In addition, the regions of the wing upper szface
affected by the vortex sheets changed, the suctions induced by them
acting over a greater area on the leading wing. As this suction acts on
a sideways sloping surface, a positive yaw results in a positive rolling
moment and a negative side force.
-6-
To correct for the effect of boundary constraint, the measured
incidence was increased by an amount, AE , calculated from
A(X = ha SCL
hx = A, + k2 co + x3 [tan f+ - +mAJ
vT = v. (I t&)
where 'T = speed in tunnel with model present
-7-
Solid blockage factor E, = G I 1
\
For the results in this report, k has bee3 calculated from the mean
slope of the 0.2 < CL < 1.0 region of the CD/CL curve (uncorrected for
blockage) for each model, and a value of P found which gave agreement
between the two model tests. By this method, it is found that the C
4nax -
values agree if a value of 6 is used for the factor F. The fully
corrected values are shown as plotted points in Fig.8.
The lift and pitching moment coefficients are plotted in Fig.9, and
it can be seen that the Gotnic wing curves lie between those of a delta,
and a taper-ratio 0.5 cropped-delta of the same aspect ratio. The maximm
lift coefficient of the Gothic wing is, however, higher than both, showing
an increase of 0.3 over the delta. The non-linear lift only builds up
-3-
0012 SECTION
I.2
I.0
CL
04
O-6
0*4
02
0
IO0 2Q0 30' o(. 4o" !
Future iTor!< includes tests on a delta wing of aspect ratio 1.0 with
a 123 biconvex root section, and diamond-shaped cross-sections; also two
flat plate models of the Gothic and delta wing planforms. It is hoped
that from these tests, the separate effects of planform shape and thick-
ness distribution will be determined.
LIST OF SYNE5OIS
44 local semi-span
b wing span
maximum thickness of centre line aerofoil section
angle of incidence
mgle of sideslip (= -$ )
overall lift coefficient
-1 o-
LIST OF SYMl33IiS (contd. )
-% per radian
% dP
per radian
YV
REFEREKCES
No
-* Author Title, etc.
-ll-
-.No Author Title, etc.
8 Maskell, E. C. Flow separation in three dimensions.
A.R.C. 18,063. Nov. 1955.
9 Glauert, H. Wind tunnel interference on wings bodies and
airscrews, R. & 12. "r566. 1933.
10 Batchelor, G. K, The interference of wings bodies and air-screws
in a closed tunnel of octagonal section.
Australia C.S.I.R. Rept ?1.19,
A.&C. ‘7491. Oct. 1943.
11 Acum, -fi/. 3. A. Corrections for symmetrical swept and tapered
wings in rectarqqlar wind tunnels,
A.R.C. 14155. 1951.
12 Thompson, J. S, Present methods of applying blockage corrections
in a closed rectangular high speed tunnel,
A.R.C. -IA,385. Jm. 1948.
13 Maskell, E. C. A theory of wind tunnel blockage effects on
stalled flows, (To be published as R.A.B. Report)
-12-
Coefficients of overall lift, drag and pitching moment at zero yaw
r-r
j a i 'L i 'D 1 %? 1
37.90 1.408 1.012 -0.1648 1V = 303ft/sec. R = 8.6 X IO6
39.92 1.387 1.083 -0.1723
41.86 1.372 1.153 -0.1ooy
43.89 1.319 1.184 -0.1952
0.15 0.004
2.22 0.054
4.36 0.123
6.45 0.193
8.65 0.276
10.87 0.367
-13-
Coefficients of overall side force, rolling mOm&2t and yawing moment
I
a = 00 V= 202 ft/sw. R = 5.7 x IO6
I
cD c '
M
--
5.0 -0. 001 0.0060 0.0008
2.5 0 0.0057 0.0007
0 0 0.0056 0.0004
- 2.5 0 0.0057 0.0006
- 5.0 -0.001 0.0059 0.0006
-10.0 -0.001 0.0062 0.0008
-15.0 -0,002 0.0063 0. 0009
t
i
(X = 12.71" V = 152 ft/sec. R = Lb. 3 x 1 O6 i
I
I 6 'D '
c
M
c T I c,‘0 C
N
Y
-14-
TARIB II (Contd.)
-I_
I
0.01g1
a = 17.01" v= 102 ft/sec. R= 2.9 x IO6 I
C
cD 54 V I %
0.622
0.622
0.630
o. 629
0.621
a 596
0.572
0.1744
0.1762
0.1768
0.1763
0.1736
0.1666
0.1571
-0.0579
-0.0602
-0.0628
-0.0638
-0.0577
-0.0489
, -0.0374
---l--
-0.0088
-0.0181
-0.0335
-0,03ll
0.0098 -0.0168
0.0005 -0.0018
0.0129
0.0282
0.0487
0.0074
0.0041
0.0002
-0.0037
-0.0070
-0.0131
-0.0479 ] o. 0675 -0.ol7-7
P 5, cD
C
M
t- 5.0 0.120 0.2913 -0.0811 0.0122
’ 2.5 0.832 0.2958 -0.0844 0.0063
0 0.837 0.2979 -0.0868 0.0016 0.0005 0, oool
- 2.5 0.327 0.2937 -0.0826 -0.0139 0.0181 -0.0058
4 5.0 0.819 o. 2906 -0.0803 -0.0279 0.0343 -0.0116
-10.0 0.779 0.2771 -0.0700 -0.0516 0.0584 -0.0201
I-15.0 0.725 0.251+4 -0.0520 -0.0733 0.0731 -0.0251
P
5.0
cL
1.028
cD
0.4504
T cM
-0.1op1
.csr
0.0419 -0.0392 0.0164
2.5 I.034 0.4528 -0.1076 0.0207 -0.0182 0.0081
0 1.056 0.4621 t -0.1121 0.0005 0.0012 -0.0004
-. 2.5 1.036 0.4532 -0. logo -0.0201 0.0203 -0.0083
- 5.0 1.023 0.4473 -0.1081 -0.0413 0.0408 -0. 0165
-10.0 0.971 0.4234 -0.0960 -0.0776 o.o694 -0.0275
--l5.0 0. a59 0.3745 -0.0719 -0.0988, I 0.0726 -0.0279
i
L L
I-
I a# = 29.76' v= 102 ft/sec. R= 2.9 x IO 6 I
8
-5.0 1.204 0.0534 -0.0416
2.5 1.222 0.0257 -0.0183
0 1.213 -0.0016 0. 0014
- 2.5 1.221 -0.0277 0.0217
- 5.0 1.202 -0.0549 0.0442
-10.0 I.136 -0.1037 0.0765
-15.0 CL 963 0.5120, -0.1046 -0.1206 0.0727
!-
TA.B~ II (Contd. )
--
Ia = 33.83O V= 102 ft/sec. R = 2.9 X d
c
L
’
cD c,+I
cy/ 35 j % /
1.336 0.8312 -0.1480 0.0631 4.0396 0.0794 -
I. 344 0.8357 -0.1455 0.0311 -0.0210 o. O-I06
1.344 0.8353 -0.1432 -0.003 i 0.0020 -0.0011
1.343 0.8336 -0.1445 -0.0366 0.0242 -0.0122
1.334 0.8298 -0.j512 -CO677 0,0416 -0.0195
I-P 5.0
2.5
0
1.375
1.394
1.401
0.9863
1.0032
I.0087
-0.1528
-0.1616
-0.1592
0.0715
0.0346
-0.0053
-0.03lj6
-0.Ol94
O.OOl7
I 0.0170
0.0094
-0.0013
-2.5 1.403 1.0100 -0.1636 i -0.0429 0.0237 -0.0099
-5.0 I.375 0.9884 -0.1641 ! -0.0806 0.0412 -0.0176
-I&
I.2
I.0
CL
04
O-6
0*4
02
0
IO0 2Q0 30' o(. 4o" !
..
; . .
V ,
o-4
o-3
8
a
0.2
0.1
0
o-4
\a - +
I
o-7
04
0 IO” 20° 30” o( 40’ 50°
I I I 1
\
0-e I-
0-Z;-
20” d 30’
40”
CL
I’
UNCORRECTED
0,
0116 -
CORRECTED FOR LIFT
EFFECTS AND BLOCKAGE:-
Q WIN4 AREA 16 FT2.
+ WING AREA 4 FT’.
0
0
0 IO” 15” 20” & 25” 30” 35”
0
0
-0-05
CM
-o* IO
-0.15
-0.20
FIG .9. EFFECT OF LEADING EDGE PLANFORM
SHAPE ON LIFT AND PITCHING MOMENT OF
WINGS OF ASPECT RATIO I-0 WITH STRAIGHT
TRAI Ll NG EDGES.
O-8
04
CD
0“
0.2
0
0
2-C
CD- CD0
C: /nA
6
CL .
..
vFl/5Ec. Rxld6
0 102 2.9
a I52 4.3
X 202 5-7
+ 303 a=6
K=
I FINITE THICKNESS
I
---
FROM CD = CLa! =tk d
--- FROM c, = C+x hnd
0 @ EXPERIMENTAL - 13’X 3’
0
0 O-6 C, O-8
o-05
CT
-o*os
0 0.2 o-4 O-6 0.8 C, I.0 :
&
c
l O*lO J
-IS” -IO’ (3 -5O 0 5”
-x 4:
b 4r
.0.05
.
.
-0.10
0 43
m
” 7
h4
J
- 0.20
21.28
25 57
29 -76
FIG.150 VARIATION
A-CL-I-m-. .B . . ..w..
OF ROLLING
-.--a. .-
MOMENT
. .
LUtl-I-ILltN I WI I H SIDkSLIP (WIND AXES)
-0.6
0 0.2 0*4 0.6 c, O-8 1-O I-2
Printed in England